E- bridwell



March 3, 1964 c. E. BRIDWELL ROTARY BOAT 9 Sheets-Sheet 1 Filed June 15, 1960 mm kMQ March 3, 1964 c. E. BRIDWELL ROTARY BOAT 9 Sheets-Sheet 2 Filed June 15, 1960 INVENTOR. $419; 45. 66M

March 3, 1964 c. E. BRIDWELL 3,123,039

' ROTARY BOAT Filed June 15, 1960 9 Sheets-Sheet 3 March3, 1964 c. E. BRIDWELL 3,123,039

ROTARY BOAT Filed June, 15, 1960. 9 Sheets-Sheet 4 INVEN TOR.

March 3, 1964 c. E. BRIDWELL ROTARY BOAT 9 Sheets-Sheet 5 Filed June 15, 1960 ROTARY BOAT 9 Sheets-Sheet 7 Filed June 15, 1960 INVEN TOR. M flw March 3, 1964 c. E. BRIDWELL 3,123,039

ROTARY BOAT IN V EN TOR.

(2 did/duel! March 3, 1964 c. E. BRIDWELL 3,123,039

ROTARY BOAT Filed June 15, 1960 9 Sheets-Sheet 9 United States Patent 3,123,039 ROTARY BOAT Chalon E. Bridwell, 31%) S. Harvard, Tulsa 4, Shin. Filed June 15, 1969, Ser. No. 36,452 Claims. (c1. 1151) My invention relates to a new and useful improvement in a boat.

It is an object of the present invention to provide a boat which can be constructed on a production basis and made from various sections to be joined together so that after the various sections have been assembled, the boat will be in condition for use.

Another object of the invention is to provide in a boat, controlling features in which a rudder is not used.

It is another object of the invention to provide in a boat a steering mechanism embodying a combustion motor coupled to a hydraulic pump connected through proper controls to a hydraulic fluid motor ope-rating upon the buoying members.

Another object of the invention is to provide a boat in which the water drag or friction is greatly reduced through elevating the carrying portion or body above the water line and thus reducing the necessary horsepower for driving the boat at a given speed or for a given load.

Another object of the invention is the provision in a boat of rotatable buoyant members which, as acceleration increases, tend to lift the entire boat so as to minimize the friction of the boat with the water.

Another object of the invention is the provision in a boat of a propelling mechanism embodying rotatable buoyant members associated with a propelling mechanism so arranged and constructed to prevent water drag on the back side of the structure.

Another object of the invention is to provide a boat which is constructed of light materials, possesses great strength, and in which the carrier portion or body of the boat has a centrally located aisle.

Another object of the invention is the provision of a boat having walk ways or bumper guards filled with a buoyant material and in which the walk ways or bumper guards have compartments completely sealed.

Other objects will appear hereinafter.

It is recognized that various modifications and changes may be made the detail of the structure illustrated Without departing from the invention and it is intended that the present disclosure shall be considered to be but the preferred embodiment.

Forming a part of this application are drawings in which,

FIG. 1 is a :top plan view of the invention as applied to a boat,

FIG. 2 is a side elevational View of the boat shown with a removable top enclosure embodying the invention,

FIG. 3 is a sectional view showing the propelling mechanism along lines 6-6 of FIG. 2,

FIG. 4 is a sectional view showing a modified form of the propelling mechanism substantially along line 6-5 of FIG. 2 when this style propelling mechanism is used,

FIG. 5 is a firont elevational view of the boat shown with a removable top enclosure,

FIG. 6 is a front elevational view of a boat as viewed without the removable top enclosure,

FIG. 7 is a sectional view taken 'of substantially line 5-5 of FIG. 2,

FIG. 8 is a sectional view taken on substantially line 44 of FIG. 2,

FIG. 9 is a central vertical sectional view of a boat embodying the invention taken on substantially line 1(. 10 of FIG. 1,

FIG. 10 is a sectional view of a boat embodying the invention taken on substantially line 1010 of FIG. 6,

FIG. 11 is a fragmentary vertical sectional view of the forward part of a boat embodying the invention,

FIG. 12 is a fragmentary vertical sectional side view of a boat showing how the buoying members connect through the self "aligning roller thrust bearing to the fluid motor in the fluid motor compartment,

FIG. 13 is a plan view of the main floor of a boat showing the construction which is completely sealed and embodying the invention,

FIG. 14 is a side view of the main floor for a boat used on either side of the boat,

FIG. 15 serves as a central member through the boat and connects two semions of the main floor embodying the invention, shown on FIG. 13 and FIG. 14,

FIG. 16 is a sectional view along line 77 of FIG. 15,

PEG. 17 is a plan view of a ring showing how it can be made and used for the propeller mechanism for a boat,

PEG. 18 illustnates how two or more propelling rings can be put together by spreading apart and welding which embodies the invention of FIG. 17,

FIG. 19 is a sectional view along line 8-3 of FIG. 15,

PEG. 20 is a vertical cross sectional view looking toward the prow of a boat showing a construction used for larger Pboats,

FIG. 21 is a modified form of boat showing the side elevation-a1 view embodying the invention with a part broken away and a part shown section.

In the drawings I have illustrated the invention applied to a boat and prefer calling out the details in order as they would be used in building up an assembly. First of all, I would like to explain the carrying portion or body.

FIG. 13 shows the plan view of the prefabricated main floor of a boat and FIG. 14 is a side view of FIG. 13 constructed of the following parts. There are two metal strips of suitable material which run full length to meet the end radii formed at each end of the main floor, these strips are 146, which become a part of 32, the main floor. There are two openings 60, provided through the main floor for the purposes of working on the fluid motors when it becomes necessary or used for installation purposes in the fluid motor compartment 41. There are two metal strips 68, which are centrally located in the floor, one of these metal strips run from opening 66, outward to the end, the other runs from opening 659, outward to the med, the openings are formed by four strips of metal 61 of the same length. At this point of the main floor assembly a heavy metal sectional 54, is used which includes eight parts in all 159, includes eight parts 151, includes four parts properly fitted on the inside radius and 153, includes four parts properly fitted to the inside radius. Now the bracing 143, and 149 are secured in place. Brace 147 is secured in place at this point. The bracing and the heavy sections herein mentioned are all arranged on a bottom plate which has the openings located in it 155. Now all sections heretofore mentioned are securely welded to this bottom plate 156. The bottom plate fits inside 32, and flush with 122, in height which completely surrounds the main floor. The top plate 155, has two openings located in it the same as the lower plate 156, which afiords access to the fluid motor compartment 41, heretofore mentioned. Top plate fits inside of 122, which encloses 32, forming a complete side closure all around. The top 155, fits inside of 122, which encloses 32, forming a complete closure all around. The side strip which gives height to 32, is now securely welded to the bottom plate 156. The top plate 155, is welded in place to form a completely sealed unit 32, against any possibility of leakage. The tapped holes 152, shown in the drawing are blind holes which do not extend through the heavy sections shown, in order to prevent leakage at the tapped holes to the interior of 32. The main floor 32, uses two of these units on either side of the boat and are symmetrically opposite the same. This completes the main floor assembly.

The next step in assembly of the carrying portion or body of the boat is shown in FIG. 15, FIG. 16, and FIG. 19, which comprises the central member through a boat which projects outwardly from the center line lengthwise and has flanges formed thereon 51, which are clearly shown in FIG. 16 on both sides. This central member serves as an aisle way through the boat and as a structural member separating the two main floor units. FIG. 19 plainly shows the lower projecting portion below the flanges 51, which serves as an aisle way and means of giving the carrying portion or body great strength when se cured to other members. At this stage of assembly two units of 32, shown in FIG. 13 are placed in proper position for assembly. As shown in FIG. 15, the central member is lowered between the two main floor units allowing the flanges 51 to rest on the top inside edges of 32, shown in FIG. 13. As shown in FIG. 15, the central member is properly located with two main floor units brought snug ly together and the flanges 51 are securely welded to FIG. 13 as explained. Next to be assembled are the header members 22, which are placed at either end of a boat and these header members project upward and downward. The most downward portion projects flush with the bottom side of the two main floor units 32, shown in FIG. 13 and in width equal to the downward portion of the sides shown in FIG. 15 and FIG. 16 then up and across the two main floor members on the top side. These header members extend centrally outward and flush with the outward edges of the two main floors and are securely welded in place with the two main floor sections used in construction of 32 (FIG. 13 and FIG. 14) in which 58, serves as stress section between the two openings 60, with a hollow portion 59 therein shown. The header members 22, are hollow through their interior of construction, which means they must be welded and completely sealed against leakage, as shown in FIG. 1 and FIG. 9 of the drawings. FIG. 9 shows structural members 25, 26 and 27. These structural members are of great importance to the carrying portion or body of a boat. They give the construction ample rigidity, the same as the headers 22, which are shown in FIGS. 1, 9 and 10. The structural members 25, 26 and 27 are welded and must produce a complete seal. These structural members can best be understood by referring to FIG. which shows 25, 26 and 27 as the main structural member including the top, bottom and upright portions wherein 55 acts as an end closure and 57 are the two side plates that complete the enclosure by welding and to give a complete seal, 25, 26 and 27 are hollow and identically alike in construction as shown in PEG. 9 and in FIG. 10. At this point of the assembly, as shown in FIG. 10, the side covering 50 extends from the prow header inside to the stern header inside both of which are the same as 22. The covering extends the same on either side of the boat. Next to be assembled are partition members 35, running lengthwise of the boat consisting of four, two at the prow end and at the stern end. The partition members are securely welded in two places at their lower edge on top of flange 51, shown in FIGS. and 16, and in alignment with the inside edge of 32, as shown in FIG. 13. This procedure is the same at either end of the boat. Now the cowling 20, which covers the prow end of the boat is assembled. This cowling extends from the top front backwards towards the stern and terminates midway of the structural member 25, shown crosswise of the boat in FIG. 1, and is welded securely and to form a seal if so desired. At this stage of the assembly 24, which forms the instrument panel and a shelf outwardly from the center of the boat, and contacts the cowling 2%, on a radius on the forward edge extending outwardly and backwardly in FIG. 1 and FIG. 9. The instrument panel is securely welded to form a seal to the cowling 20. The partition members are welded at their upper edges to 20, and 24, and against the header on the inside of the boat to complete a seal. This leaves a luggage compartment about the centerline of the boat, the full width of the central member (FIG. 15 and FIG. 16). Further, the luggage compartment extends to the bottom of the central member and upwards to a portion of the cowling 29. The instrument panel 24, lengthwise of the boat. The luggage compartment extends from the header 22, inside the luggage compartment, to the door 21, on the inside of the luggage compartment. At this progression of the assembly, foot rest 34 are provided on both sides of the boat as shown in FIG. 9 and FIG. 10 at the prow end. The foot rest 34, starting from the top of a main floor 32, project upwardly on a suitable angle and are made secure in a suitable manner so as to be removable when desired without affecting the steering wheel assembly on one side or the other, depending on where the steering wheel is placed on the prow and or some other likely place. The compartments forward of the foot rest 34, which are 31 and 127, as shown in FIG. 1, on both sides of the boat, are filled with a non-sinkable material before installing the foot rest, shown in FIG. 1 and FIG. 9. Referring again to the structural members 25, 26 and 27, it will be noted there is a depressed portion 53, in order to make it easier to step over when passengers are loading or unloading or while moving around in the boat; still leaving the structural members extra strong which are affected by passage through the boat. Now 28 is assembled in place, by welding; hereinafter called a sliding door enclosure which provides for two sliding doors and a passage when the doors are in an open position. The sliding doors 47, separate in the center and move outwardly when opened over the top of the main floors 32. The sliding door enclosure extends downward to the bottom of (FIG. 15) and upwardly at a slight angle toward the stern affording additional strength to the carrying portion or body.

The covering 52, (shown in FIGS. 7, 8 and 10) covers both sides of the boat from the foot rest 34 to the sliding door member 28, on the inside of the carrying portion or body of a boat, then from the sliding door member toward the stern, abutting with the sliding member 28, and the structural member 27. This covering 52 can be welded to form a complete seal that is water-tight; or the covering can be installed so as to make it removable so that the compartments 144 which are shown in FIGS. 7 and 8, can be filled with a nonsinkable material to further the safety qualities and provide a nonsinkable boat whereby the cairying portion or body is normally elevated above the water line. The steering post mechanism 136a, including the steering wheel 89, seats 126 and seat back can now be installed at any time to the assembly. Continuing with the assembly of the carrying portion or body of the boat the cowling used on top of the boat, at the stern, is shown in two sections, comprising 38 and 13 3; this cowling projects from the uppermost part of the boat to the inside edge of the structural member,

27, facing the prow of the boat, and extends outward to the extreme outer edge of the boat and inwardly to the inside edge of the main floor 32. This cowling 30 and T39 serves as a permanent cover for the stern end and is welded in place securely. From this assembly two separate compartments are formed; compartment 133, one in which gas and lubricating oil is stored, and one in which hydraulic fluid is stored. Continuing with the assembly of the carrying portion or body of the boat, we now come to the assembly of the stern rest member 86, which houses the rudder mechanism, the rudder 102, the rudder shaft 135, and a double grooved pulley 132, to receive the steering cables, not shown, which would run from the steering post mechanism at its lower end of the steering shalt, not shown, to the double grooved pulley shown in FIG. 1. The stern rest member is securely welded to the stern header 22, and the main floor members 32. The rest member 86 affords greater strength to the carrying portion or body for the boat. Now the hood 29, which covers the motor compartment 36, in the center of the boat, is assembled. Hood Z9 is hinged on top of the stern header 22, first the hinge is not shown, then the hinge is fixed to the hood 29. The hood 29 is held in a closed position by a commercial locking device, which is not shown, on top of the structural member 27. The hood 29, is shown in FIGS. 1, 2, 7 and 9.

The motor compartment 36 runs lengthwise from inside of the compartment and starts at structural member 27, and extends to the stern header 22 and outwardly to the inside edge of the two main floor members on either side, which are shown in FIGS. 1 and 9. This motor compartment 36 gives ample room for a combustion motor, hydraulic pumps, pump to cause a continuous flow of oil to bearings and return circulation, hydraulic piping and whatever a boat needs in operation and other conveniences, such as lights and etc., to properly operate a boat.

Next, the fluid motor compartment 41., which houses the fluid motors, four in all, must be assembled to the carrying portion or body of the boat, which houses two fluid motors in each compartment in which a fluid motor connects and drives a rotatable buoyant member 43 and 46, provided with a propelling mechanism or tin or fins 45, to drive the vehicle forward or backwards as most of the steering done by the manner in which the drums are controlled through hydraulic control valves. In making the assembly of the fluid motor compartment id, (shown in FIG. 12), this compartment is first built up as a subassembly as follows: The two end pieces 42 are machined completely with all openings in which 55a, is a pipe which houses and completely encloses the steering cables from the rudder to the steering mechanism. This opening only goes on the side where the steering is placed. There is a pipe nipple threaded internally from both ends to go in openings 49 and 56. There is a large opening for receiving the fluid motor mount 71. All openings are in diameter in the end pieces :32, shown on both ends of the fluid motor compartment 41. At this stage we will consider that 41 has been formed to the proper shape. Now the two end pieces 42, are welded in place with 41. The pipe 56:: is next welded in place, including the pipe nipples 49 and 56 and also the fluid motor mount 71, which has been pro-machined and completes the fluid motor compartment 4-1, as a sub-assembly in which there are two as shown in FIG. 12. Now we assemble the fluid motor compartment 41, to the bottom of the floor 32 by welding the uppermost surface of 41 first, to the main floor 32, then on the inner side we weld to the central member 51 (FIG. Now We weld the outside of 41, side covering 5i), and across the ends of the fluid motor compartment 41 to the main floor 32. This welding is done all around to give a complete watertight seal. The above operations complete the fabrication of the carrying portion or body of the boat which is fabricated of metal. However, the same could be accomplished for the smaller boats for commercial use by using molded plastic sections, joined together without departing from the original ideas and advantages involved, including toy rotary boats manufactured of plastic.

Next I would prefer taking up the subject of assembling a complete buoying member associated with a propelling mechanism. First the assembly is started by the use of a hollow tube or pipe 67, turned back on one end to receive a nose cone carrier M9, in a snug lit as shown in FIGS. 2 and 11. At the other end, the tube or pipe 67 is turned back from its end to receive a header member 64 in a snug fit. However, the header 71, facing the fluid motor compartment 41 and shown on FIG. 12, is assembled to the tube or pipe 67, later on by welding securely to form a watertight seal. The nose cone carrier W9, is welded to a watertight seal on the tube or pipe 67, first. The tube or pipe 67 having two smaller diameters on the outside diameters turned at each end has a largerdiameter on the outside between the two smaller diameters. The next state of the assembly is to weld the drum cone iii-8, to the nose cone carrier to form a watertight seal. Now the support ring 166 is welded securely to the drum cone 1% as shown in FIG. 11.

Next to be assembled is the embracing disc 107, of which there are several, uniformly spaced on the tube or pipe 67, and having a bore that snugly fits over the large outside diameter of the tube or pipe 67, as shown in FIG. 11. The embracing disc 197, is first assembled against the support ring 1%, by welding to form a watertight seal to the tube or pipe 67. Now the portion that forms a cylindrical drum 46 is set in place over the outside diameter or the support ring 1%, and the inside diameter of the cylindrical drum 1% and 104. Next the cylindrical drum 46 is welded in a watertight seal with the nose cone 108. Then the embracing disc 167, nearest the nose cone is securely welded to form a watertight seal on its outside diameter with the cylindrical drum 46, to the inside diameter as shown at 1%, and 164, in FIG. 11. Now another embracing disc is added and so on, treated in like manner as the first disc installed, until all discs are welded in their proper place with the exception of the embracing disc 62, of which there are four in all used and shown in FIG. 12. The embracing disc 62, has a large bore in which the hub member 64 is snugly nested as at 69, and securely welded to form a water-tight seal to the embracing disc 62 as shown in FIG. 12. Here the embracing disc 62 and the hub member as, are assembled over the tube or pipe 67 in a snug fit and securely welded to a water-tight seal on the hub end 65, which is a part of the hub member 64 to the tube or pipe 67, at its end facing the fluid motor compartment. it will be noted the embracing member'62 is positioned in spaced relation to the cylindrical drum edge, facing the fluid motor compartment to allow sufiicient room for welding to a watertight seal the embracing disc 62, shown on the inside diameter of the cylindrical drum in FIG. 12.

The tube or pipe 5.7 has a bore at each end of sufticient depth to receive the drive shaft 40 and the shaft 39, which is shown on the nose cone end of the cylindrical drum. Now these shafts, which have been pre-machined to the working drawings, are positioned and secured in place in the tube or pipe 67, in a snug fit in the bores mentioned and further welded to a water-tight seal at the ends of 67, to the drive shaft 4%, and the shaft 39, as shown in FIG. 11 and FIG. 12.

This completes the buoying portion including the shafts heretofore mentioned of the cylindrical drum 46, shown in FIG. 12. The cylindrical drum '43, has four drums in all, used in the boat herein described are all identically alike so far as details, fabrication and construction. However, more of these drums can be used on a larger boat when it is desired to carry more tonnage and sometimes .ecessary to meet various conditions which would be encountered.

Now we assemble the propelling mechanism 45, better known as a fin to the rotatable buoying member 43 and 4-6, as shown in FIGS. 9 and 12. One or more of the fins 45, or 133, are used on the cylindrical drum 46, when conditions warrant in which there are two shown on the present construction (FIGS. 2, 3 and 9). The same applies to style FIG. 4. These fins regardless of style are securely welded to the outside diameter of the buoying member 46, and the spiral or helix angle is regulated by the inside diameter of the fin ring shown on the drawing (FIG. 17). The fins 45 and 138 are each provided with a plurality of openings therethrough, as 136 and 137, respectively, adjacent each respective drum for reducing water drag on the trailing face of the fins. It will be noted that the ring is split on one side as at 1'58. By stretching the ends of this fin ring apart as shown on the drum in snug relation and then making the final weld of the drum and fin together on both sides, a perfect spiral or helix angle is produced for driving the boat when rotated by the drum. The spiral or helix angle of the fin shows very distinct between the bottom of the fin 45 and the top of the fin 84, when viewed as at .4-, which shows the fin 4-5, in a vertical outwardly position when viewed from any point along the fin toward the center line of the drum. The fin ring can be made by using segments or by the rings being welded end to end as shown at 1613'. Further, the fin can be made by rolling band stock on its edges to any desired length prior to securing same to the cylindrical drum. FIG. 18 shows the method of butt welding two or more fin rings together at lot). This completes the entire buoying portion and propelling mechanism, later to be used in the final assembly of the boat.

The hub member 64, heretofore mentioned is designed to give great strength and projects outwardly from the hub portion 65 and 66 with an angular portion and a portion 63 projecting outwardly to the outside diameter with a shoulder turned thereon, as at 69.

The fluid motor mount 71 is designed to give great strength on which there is a hub 72 and '73. The hub end 73 has a flange suitably machined on which a fiuid motor 82 can be properly located in driving position by screws to the fluid motor mount 71. The pipes 76 and 77 are used for hydraulic power fluid which is supplied from the hydraulic pump which is attached to the combustion motor placed in the motor compartment 35 (FIGS. 1 and 9).

The other pipe is to return the hydraulic fluid to a tank provided for this purpose in compartment 133, as shown in FIG. 1. The fluid motor drive shaft 33 drives through a flexible coupling 78 to a drive shaft 4d which rotates the buoying member. Now referring to the fluid motor mount 71, the hub 72 is bored for a double seal to keep forced lubrication in and keep water out. The hub 73 is bored on back from the seal bore to a shoulder and a diameter smaller than the bearing bore shown in hub 73. This leaves a shoulder to which bearing 81 is later positioned. In spaced relation to the shoulder there is a machined retaining groove for the bearing retaining ring 81) which holds the self aligning roller bearing 31 in place. The drive shaft 4i passes through the double seal 79, through the bearing 81, and well into the coupling 78. The bearing support 38, by which the carrying portion or body is normally elevated above the water line, has a flat surface machined all over the upper portion 125, which is a part of 33, including a cored portion 115' and a bumper 85, with a space 114 to receive the outer covering directly above the bearing support 38, with a surface 116 projecting into a flange 118, through which screws 117, are used in blind tapped holes 119, as shown in a heavy member as at 126 or heavy metal sections 151 153, and 154 as shown in FIGS. 1, 5, 11, 13, and 14.

There are two tapped holes 121, and two smaller holes which go through to a bore diameter, back of the bearing bore in which the self aligning roller bearing 111 is snugly fitted to the bore diameter and a shoulder therein formed against which the bearing is located and a threaded portion in front of the bearing to receive a hollow plug 37 which holds the self aligning bearing in position. Further there is a groove to receive an O ring 111 The two threaded pipes 113, are for forced lubrication and return to the bearing 111. The shaft 3% has a diameter on which the bearing is snugly fitted with a groove provided for a snap ring 112, all of which are shown in FIG. 11. In combination with a boat, there are two catwalks 54 which also serve as a bumper when ready to dock and otherwise such as preventing the boat carrying portion or body from being scratched or damaged. The catwalks 54 also serve as an additional safety factor when getting in and out of the boat. The catwalk 54 further serves as a buoying member when the vehicle is endangered. The catwalk projects outward from the side of the boat proper, then from the header 22 at the stern to the header at the prow flush with both headers on their outward side.

The catwalks are rigidly constructed. They can be constructed whereby the interior is permanently sealed watertight and removable when desired or welded securely as a permanent portion of a boat. These catwalks further can be rigidly constructed and filled with a non-sinkable material which can be removed or replaced when necessary and be a permanent portion of the boat or be removed from the boat. This feature of removing the catwalks applies in either case.

In the carrying portion or body there is space 128 under the seats; also an aisle way 129 between the seats, and a floor space 131 on the top surface of the two main floors 32, and a depressed floor surface across the central member. As shown in FIG. 16, these floors are positioned between the sliding door enclosure 28, and the structural member 27, lengthwise of the boat (FIG. 1).

Another version of the boat (FIG. 20) describing the adaptability and practical application has to do with the construction of large boats used for ocean going passenger service, freights and etc. similar as heretofore described and shown in the drawings. In P16. 20 is a cross section view looking toward the prow of a boat in which the buoying members and the propelling mechanisms are associated and including the bearing supports 38, which journal the buoying members in combination with the propeller mechanism. The supports 38, elevate the substructure of a boat above the water line depending on the height desired in the bearing support 38, and are herein attached to the substructure of a large boat. In FIG. 20 I show a portion of the superstructure of a rotary boat in cross section viewed toward the prow in which 17 1, is a side plate, 171 is a side plate, 1'72 a top floor plate, 173 a division plate, 174 a subplate, 175 a cross plate to support top floor plate 172 and rests on 173, division plate 176, lengthwise plates running lengthwise of the boat in properly spaced relation in which the same applies to 175 cross plates, which run crosswise with the width, 177, applies to water-tight sealed compartments, either by welding or fitting these many compartments with sealed tanks of light construction made of materials that are strong, rust proof, and fire proof. The space allowed for buoying purposes in a super-structure for large boats should be suficient to carry the combined weight including that portion which is in contact with the water including the tonnage the rotary boat is built to carry. From this view point the buoying memhers are in combination with a propelling mechanism to add more buoyancy which has not been considered in the above statement concerning the super-structure. Further, in the event serious damage was experienced to the buoying members there would still be enough buoyancy left in the buoying member including the superstructure to bring the boat into port for repairs.

This excess buoyancy advantage applies to all makes or styles of boats and gives positive assurance of safety and satisfaction in knowing the vehicle will remain afloat and never be a loss from sinking in deep water although turned upside down. The source of power to drive the buoying members, including the propelling fin or fins, is V However, when a disturbance happened in the hydraulic system, this would cause the pressure in the system to rise and cause this rotatable buoying and driving unit to permanently stop and remain this way until repairs could be made, without in the least affectin any other part in the hydraulic system, as the main bypass valve would be set at a much higher pressure in the hydraulic system near the hydraulic pump or pump-s operated by the combustion motor or motors. There are several devices now on the market suitable for the above performance. There are also many ways by whichpower could be supplied other than by hydraulics and cause a rotary boat to perform and opera e successfully. The important feature of a rotary boat is that as a completed unit is ready to use, the construction throughout can be made much stronger and from lighter materials than by the methods now used and at the same time get a vehicle that will withstand rough water, and a rotary boat built for tremendously high speed when desired. Therefore, 1 consider the rotary boat non-sinkable. in FIG. 21 I have shown a modified form of the invention of a rotary boat whereby the carrying portion or body has been lengthened to provide for a transfer mechanism and operated by a hydraulic double acting cylinder to raise the transfer mechanism into a concealed position or lowered to make ready for a transferring means for launching or removing a boat from the Water or transferring a boat from one place to another on land. Also there is a slight modified change in the buoying member and the propelling mechanism which will be described later on. Now referring back to the transfer mechanism 189, is a cylinder head secured in place by bolts not shown, to a double acting hydraulic cylinder used for locking the transfer mechanism in place when in a down position ready for use, there are four of these cylinder heads 13%) used on a boat in four difierent plaoes. 181 is the bore of the cylinder, 182 is the bearing support to the rotatable buoying member 218, associated with the propelling mechanism 215. The cylinder bore 131 is located below the bearing bore used for the buoying and propelling means. Bearing support 182 elevates the carrying portion or body normally above the water line as heretofore mentitoned. Cylinder head 183 is shown attached to a lock pin 184. This lock pin is shown in a locked position in the lock pin hole 185. This lock pin hole is located in the movable arm 186, about the pin 1% to a retracted or down position as shown in FIG. 21. In the movable arm 186 there is a recessed portion 199 which receives the projection 197 which is a part of the hearing support 182 and secures the pin 198 in position. There is a machined surface on the bearing support 182 and on the movable arm 186. As shown at 219, these surfaces stop the movable arm in the correct position so that the lock pin 184 can move in position and lock the movable arm 1 86. When in a down position, further there is a bore 221 which goes through the movable arm 1% which retains a bearing 22% which is a portion of the wheel suspension member 191 having a stop shoulder 223 below the bearing 220, formed thereon to support the weight which it would be necessary to carry from time to time. The wheel suspension member 191 spans the wheel similar to the construction used on a bicycle. At the upper end of the bearing 22%} there is a retaining plate 192 and a retaining screw 193 to hold the wheel suspension member in place in the bore 229. At the lower end of the wheel suspension member 191 is shown a through bearing shaft 198 provided with a lock nut 18 9 on both sides of the bearing shaft 1% which retain the Wheel 188 which is equipped with a rubber tire 187. As shown in FIG. 21, in a down position and in contact with the road 179 or a dock land platform and etc., there is a recessed portion 199, provided in the movable arm 186 between two outward projection 224 and provided with a through hole to receive the piston rod 225 which has a piston rod head positioned between the two 1 outward projections 224 onthe movable arm 136. This piston rod 225 is free to move on the pin 195 after the pin has been securely assembled, which anchors the piston rod 225 in place with the two outward projections 224 which are a portion of the movable arm 1 86. This piston rod 225 projects through a cylinder head 196 on which there is a piston head 201 which is attached to the piston rod 225. The piston head is fitted in a close slid ing relationship to the cylinder bore 203 in the cylinder sleeve 202 which is operated by hydraulic fluid in both directions. There is a cylinder head 227 which has a projection 269, through which a pin 208 passes through bosses 207 to anchor the double acting hydraulic cylinder at the upper end. The bosses are a portion of the bearing support 182, large enough to allow the double acting hydraulic cylinder to move freely up or down in the outward wall of the bearing support 182 at the piston rod end on the pin 2138, while raising or lowering the transfer mechanism. The retracted position of the transfer mechanism 226 when concealed in the carrying por tion or body of a boat, and which 194, serves as a covering and a portion of the carrying portion or body of a boat, which is partly shown on the drawing in 'FiG. 21, which has an upwardly turned flange 217 on the upper portion for assembly purposes to the carrying portion or body. An inwardly turned flange 205 that goes crosswise of the bearing support 182 at its upper portion and is on the inside. An outwardly turned flange 2 10 to the bearing support 182, through which screws to hold the bearing support 182 in theproper location. Against the boat body 290 is a machined face across the bearing support 182 where the shaft 29 enters the bearing. This supports the buoying members to the bearing support 182. In spaced relation to the boat body is shown a through bearing shaft 19% provided with lock nuts 189 on both sides of the bearing shaft 190 which retains the wheel 18% which is equipped with a rubber tire 187 shown in a down position. In contact with the road 179 or a dock landing platform and etc., there is a recessed portion 199 provided in the movable arrn 186. between two outward projections 224 provided with a through hole to receive the piston rod 225 which has a piston rod head positioned between the two outward projections 224. On the movable arm 136 this piston rod 225 is free to move on the pin after the pin has been securely assembled which anchors the piston rod 225 in place with the two outward projections 224 which are a portion ofthe movable arm 136. This piston rod 225 projects through a cylinder head 196 on which there'is a piston head 261 which in turn is attached to the piston rod 225. The piston head is fitted in a close sliding relationship with the cylinder bore 263- in the cylinder 202 which is operated by hydraulic fluid in both directions. There is a cylinder head 227 which has a projection 2&9 through which a pin 2&8 passes through bosses 207 to anchor the hydraulic cylinder at its uppermost end. The bosses are a portion of the bearing support 182 in which there is an opening 2&4 about the center of the bearing support 182 large enough to allow the hydraulic cylinder to move freely. In the outward wall of the bearing support 182', the piston rod end of the cylinder has a small amount of movement up and down when it moved on the pin 2118. Vfhile retracting or lowering the transfer mechanism 226, shows the retracted position of the transfer mechanism when concealed in the carrying portion or body of a boat in which 1%, serves a a covering and is a portion of the carrying portion or body of which is partly shown in FIG. 21 and has an upwardly turned flange 217 at the upe-r edge for assembly purposes to the carrying portion or body. An inwardly turned flange 295 goes crosswise of 2111 and is an outwardly turned flange that goes around the bearing support on the outside 2&5 and 210 are both a portion of the bearing support 182, including 2% which is a machined face across the portion where the shaft 39 enters the bearing which supports the buoying and driving means.

There are normally four transfer mechanisms used on a bot where it is transferred from one place to another. However on smaller boats two transfer mechanisms would serve the necessary requirements for travel where the front part of a boat was attached to the trailer hitch on the back of a car. Where four transfer mechanisms are used on a boat the two back transfer mechanisms are locked in place securely by a device not shown to the bearing bore 221 and bearing 229. The wheel suspension member 191 can turn in the bore 221 located in the movable arm 186 by attaching a hitch from the back of a car to the inside of the wheel suspension member to two special bolts which allow up and down movement not shown, as well as the turning movement of the two front wheels. This makes a self-contained transfer mechanism for use on any boat where the boat has been constructed for this purpose. The drum, or rotatable buoying member, in combination with a propelling mechanism which is provided with a fin or fins mentioned and described heretofore have been somewhat modified in order to gain certain advantages such as being able to run the boat up on shore when a suitable place is available simply by reversing the rotatable buoying member on the side toward the shoreline, therefore depending on which side the shoreline may be. This is done by a hydraulic motor and hydraulic valves or by other means which are suitable for turning and driving the drums. There is a nose cone carrier 16? which is grooved as in FIG. 11, to fit the nose cone 213 which is somewhat larger than heretofore mentioned in which 212 and 216 are an enlarged portion of the rotatable buoying member having a suitable width at this enlarged portion so as to serve as a wheel when at 212 and 216 when going ashore. There is also a tapered portion 214 where the fin or fins match this tapered portion and merge into the larger section of the drum 218 upon which the spiral fin or fins 215, are secured. The rotatable buoying memlber has shaft 39 and the drive shaft 49 the fin or fins come flush at their outward projecting edge and on which either style fin can be used as shown in FIG. 3, and FIG. 4. Otherwise, the name as heretofore mentioned and described.

A boat constructed in this manner is one which affords a rigid structure and subjected to great strains without in any manner interferring with the life of the boat, or its efficiency in operation. There is also a great saving in the horse power necesary to operate a boat of this nature. Further, the ease of controlling or steering a boat is incomparable as the steering is motivated by the rotatable buoyant drurns associated with the propelling fin or fins, on which the rotated of one drum or more oppose a like amount of drums when in operation or in which all drums can be made turn in one direction or in which the drums can be turned in any desired direction at will, to accomplish perfect steering or landing the boat on a beach, which is accomplished by the use of hydraulic controls.

Another feature of the boat is its stability when riding on water is concerned with the large area the propelling mechanism actually works upon. The large amount of water handled by the propelling fins force the boat forward or backwards without disturbing the water as the weight of the water under force from the fins is much greater than the entire weight of the vehicle, and to the opposing forces set up by the rotating fins 'give good stability, and a smooth ride when driven on water, without jumping up and down like most boats.

The fins have another outstanding feature other than just driving the rotary boat, they have a tendency to lift the vehicle higher and higher out of the water as the accelerated speed increases. Thi lifting effect is due to the fins contacting the Water at a spiral or helix angle. The buoyant members are normally submerged only to their axis. However, they can be submerged somewhat deeper when carrying a pay load and still travel at high speed, as the rotary boat will rise on the water as before mentioned.

The buoyant members turn on self aligning roller bearings, this prevents excessive strains on the bearings and undue close machining. It is preferred that the various parts from which the rotary boat is to be made be fabricated from a fire proof material such as metal so that a fire proof non-s nkable boat is thus provided. However, the entire vehicle can be manufactured from plastic with the exception of a very few parts and in keeping with all the original features and advantages.

A boat constructed in this manner is one which affords a rigid structure and which may be subjected to great strain without in any manner interfering with the life of the boat, or its efiicie-ncy in operation.

And furthermore constructed from lighter materials without sacrificing structural strength, and furthermore by raising the boat out of the water a considerable distance as the speed increases and using only those portions which normally contact and serve to engage the water for the purpose of propelling, a maximum eificieny is attained in the draving of the rotary boat through the Water.

While I have illustrated and described the preferred form of my invention, I do not wish to limit myself to the precise details of structure shown, but desire to avail myself of such variations and modifications as come within the scope of the appended claims.

What I claim is:

1. In a boat of the class described, a propelling mechanism comprising a plurality of rotatable buoyant drums; a plurality of propelling fins mounted lengthwise on and projecting outwardly from each of said drums; each of said fins having openings therethrough adjacent each re spcctive drum for reducing water drag on the trailing face of the fins; and, said fins being formed as a helix for driving engagement with the water.

2. In a boat of the class described, a propelling mechanism vcomprising a plurality of rotatable buoyant drums; a plurality of propelling fins mounted lengthwise on and projecting outwardly from each of said drums; each of said fins having openings therethrough adjacent each respective drum for reducing water drag on the trailing face of the fins; said fins being formed as a helix for driving engagement with the water; a plurality of supporting discs in each of said drums in spaced apart relationship and connected to said drums; means for supporting said drums; and, means for operatively driving said drums.

3. In a boat of the class described, a propelling mechanism comprising a plurality of longitudinally disposed,

laterally spaced apart, rotatable buoyant drums; a plurality of propelling fins mounted lengthwise on and projecting outwardly from each of said drums; a plurality of supporting discs in each of said drums in spaced apart relationship and connected to said drums; means for supporting said drums; means for operatively driving said drums; an enlarged portion formed on each end of each of said drums and serving as wheels on each of the drums for parking the boat on land; and, a shaft extended longitudinally through each of said drums and in sealed re lationship therewith and forming the supporting shaft about which each of the drums is rotated.

4. The structure as defined in claim 3, wherein: each of said fins has openings therethrough adjacent each re spective drum for reducing water drag on the trailing face of the fins; and, said fins being formed as a helix for driving engagement with the water.

5. The structure as defined in claim 3, wherein: said means for driving said drums includes a fluid motor drivably connected to said shaft for rotating the same.

(References on following page) References Cited in the file of this patent UNITED STATES PATENTS Sterner Nov. 7, 1899 Sawyer Feb. 14, 1911 5 Berry Oct. 15, 1912 14 7 Woods Mar. 21, 1933 Clement July 19, 1945 Hanson Dec. 24, 1946 Masterson Aug. 7, 1951 Kennedy Feb. 12, 1952 Makiem Mar. 1, 1960 

3. IN A BOAT OF THE CLASS DESCRIBED, A PROPELLING MECHANISM COMPRISING A PLURALITY OF LONGITUDINALLY DISPOSED, LATERALLY SPACED APART, ROTATABLE BUOYANT DRUMS; A PLURALITY OF PROPELLING FINS MOUNTED LENGTHWISE ON AND PROJECTING OUTWARDLY FROM EACH OF SAID DRUMS; A PLURALITY OF SUPPORTING DISCS IN EACH OF SAID DRUMS IN SPACED APART RELATIONSHIP AND CONNECTED TO SAID DRUMS; MEANS FOR SUPPORTING SAID DRUMS; MEANS FOR OPERATIVELY DRIVING SAID DRUMS; AN ENLARGED PORTION FORMED ON EACH END OF EACH OF SAID DRUMS AND SERVING AS WHEELS ON EACH OF THE DRUMS FOR PARKING THE BOAT ON LAND; AND, A SHAFT EXTENDED LONGITUDINALLY THROUGH EACH OF SAID DRUMS AND IN SEALED RELATIONSHIP THEREWITH AND FORMING THE SUPPORTING SHAFT ABOUT WHICH EACH OF THE DRUMS IS ROTATED. 